Compound car-heating system.



No. 789,150. PATENTED MAY 9, 190-5. E. H. GOLD. COMPOUND GAR HEATING SYSTEM.

APPLICATION FILED JUNE 18, 1903.

.6 SHEETS-SHEET 1.

. PATENTED MAY 9, 1905.

B. H. GOLD.

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No. 789,150. PATENTED MAY 9, 1905. E.H.GOLD.

COMPOUND OAR HEATING SYSTENL- APPLICATION FILED JUNE 18 1903.

6 SHEETS-SHBET 3.

PAYTENTED MAY 9, 1905. E. H. GOLD. COMPOUND OAR HEATING SYSTEM.

APPLICATION FILED JUNE 18. 1903.

6 SHEETS-SHEET 4- No. 789,150. I PATENTED MAY 9, 1905. E. H. GOLD;

COMPOUND OAR HEATING SYSTEM.

APPLICATION FILED JUNE 18. 1903.

6 SHEETS-SHEET 5.

PATENTED MAY 9, 1905.

B. H. GOLD.

COMPOUND GAR HEATING SYSTEM.

APPICIOATION FILED JUNE 18, 1903.

6 SHEETS-SHEET 6.

7/! ///|T//////// um! llllllllllllli' NTTED STATES Patented May 9, 1905.

EGBERT H. GOLD, OF SHELBY, INDIANA.

COMPOUND CAR-H EATING SYSTEM.

' SPECIFICATION forming part of Letters Patent N0. 789,150, dated May 9, 1905.

Application filed June 18.1903. Serial No. 162,138-

To (tZZ whom. it many concern.-

Be it known that I, EGBERT H. GOLD, a citizen of the United States, residing at Shelby, in the county of Lake and State of Indiana, have invented certain new and useful Improvements in Compound Car-Heating Systems, of which the following is a specification.

My invention relates to improvements in compound or duplex car-heating systems-- that is, systems comprising two heaters adapted to independently or simultaneously heat the circulating medium which passes through the radiating system in the cars, and thus heat the cars, although some features of my invention may be adapted for use in other situations.

Among the objects of my invention are, first, the provision of a simple, effective, positive, and compact duplex heating system which may be effectively mounted within the limited space available therefor in most passenger-cars; second, the provision of means for positively preventing the creation of a short circuit between the two heaters when either heater is in operation independently of the other heater; third, the provision of a safety construction which shall make it impossible for the circulating system to become permanently closed by the adherence of the short-circuit-preventing valve to its seat by corrosion or otherwise, and, fourth, the provision of a novel, strong, and powerful steamheater for the water of circulation. These and such other objects as may hereinafter appear are attained by the devices illustrated in the accompanying drawings, in which Figure 1 is a front elevation showing onehalf of the secondary-heater casing removed. Fig. 2 is a rear elevation thereof. Fig. 3 is a horizontal sectional view on the line 3 3 of Fig. 1. Fig. 1 is a horizontal sectional View on the line 4: A of Fig. 1. Fig. 5 is a diagrammatic view of part of a car fitted with my improved heating system. Fig. 6 is an enlarged detail vertical sectional view through my primary heater. Fig.7 isa vertical sectional detail of a rad iator-pipe. Fig. 8 is a cross-sectional view on the line 8 8 of Fig. 7. Fig. 9 is a sectional plan View on the line 9 9 of Fig. 6 looking in the direction indicated by the arrows. Fig. 10 is a sectional plan view on the line 10 10 of Fig. 6 looking in the direction indicated by the arrows. Fig. 11 is a vertical sectional detail of my supplemental heater. Fig. 12 is a sectional plan view on the line 12 12 of Fig. 11 looking in the direction indicated by the arrows. Fig. 13 is a sectional plan view on the line 13 13 of Fig. 11 looking in the direction indicated by the arrows. Fig. 1 1 is an enlarged detail sectional view of my short-circuit-preventing valve on the line 1 1 14 of Fig. 15. and Fig. 15 is a transverse sectional view on the line 15 15 of Fig. 14: looking in the direction indicated by the arrows.

Like characters of reference indicate the same parts in the several figures of the drawlngs.

My improvement relates to duplex carheating systems of that character which comprise a primary heater which is supplied with a heating medium, preferably from a distant point, as by means of a train-pipe connected with the locomotive-boiler, and a secondary heater, usually in the form of a stove or Baker heater, located within the car.

Referring by letters and figures to the accompanying drawings, A indicates the trainpipe arranged to conduct steam to the primary heater from any suitable source of supply.

B is the primary heater, to which the steam is supplied from the train-pipe by means of pipes C and D and from which the water of condensation is conveyed by a pipe E to a steam-trap F. The supply of steam to the primary heater may be conveniently controlled by means of a valve G. The water of circulation is supplied to the primary heater from the circulating system of the car by a pipe H and is conducted from the primary heater by means of a riser or pipe I through a short-circuit-preventing valve J and riser K, to the usual expansion-tank L, from which it passes by suitable pipes M to the circulating system of the car.

N is the secondary heater or stove, within the fire-box of which is mounted a coil or, as shown in the drawings, a pair of parallel coils O O, to which the water of circulation is supplied by means of pipes P P and from which the heated water flows through pipes Q Q, the supplemental heaters R R, the short-circuit-preventing valves J J, and the pipes K K into the expansion-tanks L L and thence through the pipes M M and the circulating system of the car.

Owing to the extensive circulating system within the car and consequent distance which the heating medium or hot water must travel in passing from the heaters through the car and back again to the heaters, there is an excessive amount of friction in heating systems of this kind, especially when in addition to the other features named the fact of the extensive horizontal travel of the water of circulation is considered. It is therefore essential for the best results in heating systems of this kind that the water-heaters shall be powerful in comparison to their sizethat is, that the heaters shall be so constructed that the water of circulation shall be rapidly raised to a high temperature, and thus caused to leave the heater at a high speed, thus insuring a rapid return of the car-heating medium to the heater and a consequent reheating of the heating medium before it has lost too much of its heat in its circulation through the car, and thus the circulating or radiating system of the car is kept filled with a rapidly-moving heating medium maintained at a high temperature. To insure this result, I aim to construct my primary heater in such a manner that the steam-pipe in the primary heater will be surrounded by thin films of water, which will rapidly be raised to a high temperature by the live steam within the steam-pipes, and so will rapidly leave the primary heater at a high speed. To accomplish this result, I construct my primary heater as follows: 1 is the baseplate of my primary heater and is provided with a water-chamber 2, to which water is supplied by the riser or .pipe H in any suitable manner. The base-plate is also provided with steam-chambers 3, to which steam is supplied by the steam-pipe D and from which the water of condensation is conducted by the drip-pipe E. Mounted upon and communicating with the steam-chambers 3 is a plurality of steam-pipes or radiator-pipes 4. These pipes may be mounted in pairs, as shown, connected at their upper ends by return-bends 5. or they may be mounted singly, as shown in the center of Fig. 6, the upper end being capped, in which event the radiatorpipes may be provided with centrally-arranged diaphragms 6 in a manner well known in this art, the purpose of the arrangement in pairs with the return-bends or of the use.

of the centrally-arranged diaphragm being merely to provide circulation within the pipe, which shall allow for the escape of cold air and Water of condensation, which might othera cap 8, said cap 8 being tapped to receive the riser-pipe I. When constructed as shown in Fig. 6, passages 9 are provided communicating with the water-chambers 2 and with the interior of the casing 7, so that the water of circulation will freely fill the interior of the a speed out through the riser I and into the circulating system of the car. At the same time by the construction shown I am enabled to obtain a powerful, inexpensive, strong, and compact heater, which may be readily arranged in the corner of the space usually set apart for the secondary heater or stove. In fact, my improved primary heater may be readily mounted within the corner of this heater-room. 7

As cars are now ordinarily heated by the primary heater supplied with steam from the locomotive, the secondary heater being generally relied on as an emergency-heater only, there is a possibility that with the use of a short-oircuit-preventing device which interposes a valve between the primary heater and the secondary heater in such a manner that when the primary heater is in use said valve is held tightly against 'its seat the long-continued holding of the valve against its seat and under the combined influences of pressure and high temperature may result in causing the valve to adhere to its seat either by reason of corrosion or otherwise. It is evident that any such permanent closing of the circulating system will be fraught with grave danger whenever the secondary heater is put in operation, because as there will be no circulation through the car the Water heated by the secondary heater will be first raised to a high temperature, then converted into steam, and then into superheated steam, with the inevitable result that an explosion will ensue unless the safety-valve which is usually provided in these systems is in working order; but as the safety-valve in these systems is in the normal operation of the devices but rarely opened it frequently happens that the safety-valve becomes corroded to its seat. Whenever, therefore, the safety-valve and the short-circuitpreventing valve are both securely attached to their seats by corrosion or otherwise, there is a probability of an explosion whenever the secondary heater is put into operation. To prevent this possibility and at the same time to positively prevent short-circuiting as between the two heaters, I provide the follow- ITO ng device: In the drawings I have for convenience shown the short-circuit-preventing valve located at the junction of the two risers leading from the primary and secondary heaters, respectively, to the riser K; but it will be obvious that this short-circuit-preventing valve may be otherwise located-as, for instance, in the form of a simple one-way check valve located in the riser I. As shown in the drawings, this valve J comprises a flipper-valve j, adapted to be seated so as to close the port communicating with the riser 1 whenever there is fluid under pressure entering the valve J from the secondary heater I that is, when the secondary heater alone is in operation. When both heaters are in operation, the rising column of water within the riser I will hold the valve 1' in its open position. To prevent the tight seating of the valve 7', so as to close the entrance to the port communicating with the secondary heater, I provide stops ,7". Consequently the short-circuit-preventing valve can never become permanently seated so as to close or shutoff the flow of water from the secondary heater N to the riser K and thence through the tank L to the circulating system of the car. If the stops j be located as shown in Fig. 14, or even so as to allow the flipper-valve ,7 to substantially close the port communicating with the secondary heater, that construction will of itself tend to prevent short-circuiting, but can probably not always be relied on to do so.

To positively prevent short-circniting when the primary heater alone is in operation and when the tendency of the device might be to cause the heated water to flow up through the riser I, thence through the valve J, and down through the pipe Q and into the coil 0, I provide my supplemental heater R, which, broadly considered, is a miniature of my primary heater B. This supplemental heater R comprises a suitable casing communicating at its base with the water-pipe Q and connecting at its upper end with the riser K by means of any suitable connection such, for instance, as the pipe S and the valve-casing J. This supplemental heater is provided with a steam radiator-pipe T, which receives steam from the pipe D by means of a connecting-pipe U. It is essentially a one-pipe radiator to which the steam may be supplied and from which the water of condensation may be conducted by a single pipe. 'hile, of course, this is my preferred construction, because simpler and less expensive than others, steam may be supplied through the pipe D and the water of condensation and cold air may be conducted therefrom in any manner well known in this art without departing from the spirit of my invention. So, also, the position of the casing R and the pipe T may be transposed, so that the casing will be supplied with steam and the pipe with water; but such a transposition would of course involve nothing more than a matter of shop expediency and would not in any respect depart from the spirit of my invention. With the device as so constructed and with the primary heater alone in operation it will be seen that the steam which heats the water within the primary heater, and so supplies the circulating system with a volume of water at high temperature and high speed, will also, but in a less degree, supply heated water to the circulating system by means of the supplemental heater R. Inasmuch as the primary purpose of the supplemental heater is merely to prevent short-circuiting, it is not essential that there shall be any heating of the water by this supplemental heater further than is necessary to provide such a positive upward circulation through the pipes Q and S as will offset or prevent any tendency of the water rising through the pipe I to short-circuit downward through the pipes S and Q. It is obvious also that this principle can be carried further by substantially duplicating the supplemental heater R with another such heater which shall obtain its heat from the secondary heater 0 and which'shall serve to create a positive circulation within the riser I whenever the secondary heater alone is in operation. W'ith such structure of course the short-circuit-preventing valve J could be dispensed with, if so desired.

In the foregoing description I have described all of the essential features of my invention; but it will be understood, as shown in some of the figures of the drawings, that for the most effective work the apparatus described will be duplicated by the use of two primary heaters and two coils and their connections in connection with one secondary heater N, one heater, coil, and connection being preferably used to heat one side of the car and the other for the other side of the car. Of course this duplication is not necessary, but is desirable as a matter of eificiency, because by so duplicating the parts the distance traveled by the water after it leaves either heater and before it returns to the heater is decreased by substantially one-half, and consequently the problem of maintaining the temperature and insuring rapid circulation is greatly simplified. It will also be understood that in describing the essential features of my invention I have shown them and described them in their preferred form, but that the broad principles of my invention may be embodied in many modifications, as a matter of expediency or shop practice, in various ways, which will readily suggest themselves to those skilled in this art, but without departing from the spirit of my invention.

I claim- 1. A car-heating system comprising a circulating system and a primary heater and a secondary heater arranged in parallel and in operative contact with said circulating system, a supplemental heater arranged in operative contact with said circulating system and arranged in series W1th one of said heaters.

2. In a car-heating system comprising a c1rculating system, a primary heater, and a secondary heater, arranged in parallel and in operative contact with said circulating system, an expansion-chamber interposed in said system, a riser leading to said expansion-chamber, risers leading from said heaters respectively, and connecting with said first-named riser, and a short-circuit-preventing device comprising a supplemental heater in operative contact With the one of said last-named risers leading from the secondary heater.

3. In a car-heating system comprising a circulating system and a primary and secondary heater arranged in parallel in operative contact with said circulating system, of a device for preventing short-circuiting between said heaters, said device comprising a check-valve interposed in said system and a supplemental heater arranged in operative contact With said circulating system, and arranged in series with one of the aforesaid heaters.

4:. In a car-heating system, comprising a circulating system, a primary heater and a secondary heater arranged in parallel and in operative contact with said circulating system, an expansion-chamber interposed in said circulating system, a riser leading to said expansion-chamber, a valve-casing connecting with the lower end of said riser, other risers leading from said heaters, respectively, to said valve-casing, and a device to prevent shortcircuiting between said heaters, said device comprising a valve interposed in said casing and arranged to automatically prevent the flow of Water from the secondary heater to the primary heater, a stop to limit the movement of said valve so as to prevent the closing thereby of the passage leading from the secondary heater to the main or first-named riser, and a supplemental heater arranged in operative contact with the riser leading from the secondary heater to the valve-casing.

5. In a duplex heating system, a short-circuit-preventing valve comprising a casing provided With two inlet-ports and with one outlet-port, a valve mounted within said casing and adapted to close one of said inlet-ports to prevent the flow therethrough of fluid entering through the other of said inlet-ports, and provided with means for preventing the seating of said valve to close the other of said inlet-ports, substantially as described.

, EGBER- H. GOLD.

Witnesses M. E. SHIELDS, G. Y. DANKWARD. 

